Ignition-controlling apparatus



A. HOWARD IGNITION CONTROLLING APPARATUS Filgc i Ila? 25, 1924 PatentedMay 5, 1925.

UNITED STATES ALONZO HOWARD, OF CHICAGO, ILLINOIS.

IGNITION-CON TROLLIN G APPARATUS.

' Application filed May 23,

To all whom it may concern:

Be it known that I, Anonzo HOWARD, a citizen of the United States, and aresident of Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Ignition-ControllingApparatus.

My invention relates to ignition controlling apparatus particularly forFord engines and the object is to provide simple mechanism andarrangement for insuring at least one highly eiiicient spark for eachgas charge in each cylinder when the engine is running at slow speed,and to in sure a series of distinct, highly efficient sparks for eachgas charge in each cylinder when the engine is running at higher speeds,so that the engine can be readily and quickly started and will operateefiiciently on very low speed and will operate with certainty and withgreater efliciency at any'speed.

In the operation of Ford engines several conditions must be met beforereliable and efficient sparking can be obtained under all conditions ofspeed and operation. In Ford multipolar magnetos as now constructedthere are sixteen poles whose coils are connected in series to securethe necessary potential. There are eight periods per revolution when thecurrent 18 of pos tive polarity and eight periods when it is of negativepolarity, or sixteen alternations per revolution. The cam shafttraveling one half as fast as the engine shaft, the primary side of theignition circuit will therefore receive thirty-two alternations perrevolution of the crank shaft, sixteen positive and sixteen negative. Toget suiiicieut sparking potential, the current at the time of sparkingmust be taken from at or sufficiently close to the high potentialsections or peaks of the current wave. Now at slow speed, the currentcurve is quite sharp or peaked and therefore allows only a. small andlimited range where suflicient potential is available for propersparking. This is one condition that mustbe met. Of course, when thespeed increases the curve flattens or bulges correspondingly and givesgreater sparking range.

Another condition to be met, particularly when a batterw is used, isthat the primary side of the induction coil requires a certain length oftime to become suiiiciently satrangements devised to 1924. Serial No.715,397.

urated to cause the induction of secondary current of sufficientstrength to give an efiicient spark.

Another condition to be met is in connection with the mechanicaloperation of the circuit breakers particularly where springs are used.Owing to momentum and inertia, such circuit breakers require time toarrive at proper circuit opening or circuit closing positions andconditions.

Suiiicient travel of the circuit breaking controlling cam element musttherefore be allowed after each operation in order that the circuitbreakers may get into proper working condition and in order that theinduction coil may function properly electrically and magnetically.

On account of the range at slow speed, it has been difficult to getproper timing and sparking particularly, when adjustment is made toadvance or retard the spark. In some prior areliminate theelectromagnetic vibrator of the original Ford system, sets of teeth orother cam formations are provided for cooperating with a circuitbreakcrin the hope that during each series of operations of the circuitbreaker at least one break of the primary circuit will be timed with asufiiciently high potential section of the alternating current wave.Such arrangement might operate during slow speed of the engine, but withincreased speed, on account of the teeth or cam formations being soclose together, it is impossible for the induction coil to recover itsinducing strength after each operation sufficiently to give a properspark, and the inertia of the circuit breaker parts will interfere, sothat there is no certainty nor efiicienc in the sparking. An arrangementlike the one referred to is disclosed in Smith Patent 1,403,203 ofJanuary 10, 1922.

In another arrangement of the prior art as disclosed in Snell 1,164,317of December 14, 1915, the cam member has thirty-two teeth spaced equallyapart and corresponding in number with the alterations of the magnetocurrent. lVith this arrangement special commutator mechanism isnecessary to take care of the advancing or retarding of the sparkingperiod at the engine. I have also found that in such arrangement theinterval between openings of the prilimited potential and the circuitbreaker mechanism, and I have found that better results may be obtainedby having the intervals of different lengths. I have found that withthree actuations of the circuit breaker mechanism,

with the interval between the first and second breaks fifteen degreesand that between the second and third breaks thirteen degrees, certainand efficient sparking is assured-at the lowest speed as well as at anyother speed up to the highest, and that at slow speed at least one highpotential spark will be produced while at higher speeds three distincteflicient and high potential sparks will be produced for each "as chargein a cylinder.

On the accompanying drawing, I show mechanism for carrying out myinvention and its operation. On the drawing- Fig. 1 is a sideelevational view of the circuit controlling apparatus,

Fig. 2 is an inner side View of the distributor,

Fi 3 is a front elevational view of the circuit controlling mechanismhousing with Fig. 5 shows a modified arrangement of" cam formation, and

Fig. 6 is a diagram showing the clrcuit connections.

On the drawing F represents the frame of an engine to which thecontrolling apparatus is applied and C represents the crank shaft of theengine. The housing A of the apparatus rotatably seats in the frame Fand the cam shaft extends through the rear wall of the housing into theinterior thereof where it receives the hub 10 of the cam member, suchhub being detachably held to the shaft by a key 11. From the inner endof the cam member hub extends the cylindrical cam flange 12 which in itsperiphery has groups of cam formations designated as.

a whole, a, b, c, and d. there being four groups as the apparatus shownis designed for a Ford engine which has four cylinders. The camformations shown are in the form of notches or depressions a, a a b b 00 0 03 ,01 03, respectively, for the four groups. As will be explainedmore fully later, these notches correspond with the closure period ofthe primary circuit controllers, while the cylindrical parts of the camflange correspond with the opening periods of such circuit controllers.The circuit controllers are designated as a whole by S and are arrangedwithin the housing A between its cylindrical wall and the notchedperiphery of the cam flange.

Each circuit controller comprises a lever 13 pivoted at one end on apost 14 secured to the back wall of the housing A. Intermediate its endsthe lever has a cam tooth 15 for cooperating with the cam flangeperiphery and notches, a spring 16 extending between the free end of'thelever and a post 17 tending to hold the tooth against the cam flange toaccurately follow its contour as the cam member is rapidly rotated withthe cam shaft. A Z-shaped bracket 18 is secured on the lever 13 and itsoverhanging end carries a contact point 19 which cooperates with thecontact point 20 on the lower flange of a U-shaped bracket 21 which issecured against the inner face of the cylindrical wall of the housing'Abut is insulated therefrom in any suitable manner. From this bracket 21a threaded stem 22 extends through the cylindrical wall of the housing Aand is received by the clamping nut'23, and also has the knurled nut 24between which and the clamping nut connection is madewith the primarycircuit of the induction coil. TVhen the cam tooth 15 is in engagementwith the cylindrical surface of the cam flange, the lever 13 will beraised and the contact points 19 and 20 will be separated, and when thetooth engages in one of the notches or depressions the contact pointswill be brought into engagement, the primary circuit being thus open andclosed for definite periods of time.

The main result to be arrived at with my improved apparatus is theproduction of a series of distinct sparks for each gas charge in eachcylinder and to insure that at least one of such sparks will be highlyefiieient, particularly when the engine is running at low speed. In myPatent No. 1,466,720 of September 4, 1923, I show mechanism comprlsingtwo circuit controllers, each of which independently controls theformation of one of the sparks of a series, and ample time is given thecircuit controllers to fully recover from inertia and other effectsbefore being again put into operation. In my pending application SerialNo. 673,904 filed November 10, 1923, I show three circuit controllers inorder to increase the chances of. at least one of the circuitcontrollers operat ing along the high potential sections of the magnetocurrent wave. In the arrangement of this copending application, theinterval between the operation of the first controller and the second isthe same as the interval between the operation of the second controllerand the third. I have found that by making the intervals between theoperations of the primary circuit different and having such intervals ofsufficient duration to permit full magnetic and inertia recovery, atleast one powerful spark is produced during each gas charge in acylinder at a speed less than the starting speed of the engine which isapproximately one hundred and fifty-two revolutions per minute, and athigher speed each circuit controller will produce a powerful spark sothat at such higher speed a series of powerful distinct s arks will beassured for each gas charge in a cylinder. I have found that an intervalof fifteen degrees between the first and second openings of the primarycircuit, and an interval of thirteen degrees between the second andthird openings of the primary circuit gives very satisfactory andefficient results, the intervals referred to being the degrees ofrotation of the cam member 12. In the curve of a Ford engine there arethirty-two alternations per revolution of the crank shaft so that eachpositive and each negative section of the curve is of eleven andone-quarter degrees extent. The intervals fifteen degrees and thirteendegrees between the first and second and second and third operations ofthe primary circuit are each greater than this extent of the curvesection but such increased interval is necessary in order to permitmagnetic and inertia recovery of the induction coil and the circuitcontrollers, respectively.

In the arrangement shown in Fig. 3 of the drawing, I show a singlecircuit controller for the primary circuit and the four groups of camformations referred to hereinbefore for consecutively cooperating withthe circuit controller to produce a series of distinct sparks in eachcylinder for each gas charge therein. The depressions a and a correspondwith the operation intervals fifteen degrees and thirteen degrees, andin advance of these depressions is the depression a which is preferablylonger, say from eighteen to twenty degrees. As shown the cam memberrotates in the direction of the arrow and the cam tooth 15 isjust inadvance of the first depression a of the cam formation group a, thecircuit controller lever 13 being raised to separate the contacts 19 and20 to thus hold the primary circuit open. As the cam member rotates, thecam tooth will drop into the depression a and the primary circuit willbe closed. Such long depression is particularly desirable where abattery is used, as it will then give the battery ample time to fullycharge the primary side of the induction coil. At the end of thedepression a the cam tooth will be engaged by the camperiphery section tand the contact points will be reopened and the primary circuit brokenso that a charge of secondary current will flow through the sparkingcircuit as will be described more fully hereinafter. After such openingthe cam tooth drops into the depression a and 7 the primary circuit isagain closed until the cam periphery section t is reached, when thecircuit will be again opened and a second charge of secondary currentproduced. The cam tooth then drops into the depression a until theadvance end of the cam periphery section t is encountered when theprimary circuit will again be opened and a third flow of secondarycurrent produced. During each flow of secondary current a spark will beproduced at the plu vfor the cylinder of the engine corresponding withthe respective cam formation groups a, b, 0, or d. The group a controlsthe sparking for the cylinder No. 1 and the group b for cylinder No. 2,etc. Three distinct sparks are thus produced in each cylinder for eachgas charge therein.

Where a single circuit controller is used as in the arrangement of Fig.6 it must perform many operations particularly at high speeds, andunderv some conditions it may be desirable to distribute the control ofthe primary circuit between three circuit controllers s s and 8, shownin Fig. 4. The cam flange 12 has four depressions e e e and e, in itsperiphery spaced ninety degrees apart and of say thirteen degreesextent. This will give the raising points 39, p, p, and p spaced ninetydegrees apart, for cooperating with the cam teeth 15 of the respectivecircuit controllers to effect reopening of the primary circuit after aperiod of closure thereof while the cam teeth engage in the depressionse 6 e or e". The circuit controllers are, however, circumferentiallyoffset with reference to the depressions and raise points, thecontroller .9 being set so that its cam tooth 15 will be engaged by theraise point p fifteen degrees after the cam tooth of the controller 8was engaged by the raise point 37 and the controller 8 is set so thatits cam tooth will be engaged by the raise point p thirteen degreesafter the cam tooth of the controller 8 has been engaged by the raisepoint p This will give the interval of operation between the controllerss and 8 of fifteen degrees and between the controllers s and s ofthirteen degrees, giving the same results as with the arrangement ofFig. 6 so far as the sparking is concerned. The depressions are ofsuflicient extent to insure long enough closures of the primaryrespectively, will insure that at least one of the controllers willoperate along a high potential sectioh of the magneto wave, particularlyduring slow speed of the engine.

The long depressions of primary circuit closure periods shown in Fig. 6are very important, particularly where direct current battery is used,as with such current it requires more time for the induction coil tobecome properly saturated. With alternating currents less time isrequired and when a generator is used, the depressions a a b 6 etc. maybe shortened as shown in Fig. 5. The raise points t t t will, however,maintain their spacing, namely fifteen degrees and thirteen degrees, sothat whether battery or magneto is used, the circuit con-. trollers willbe given ample time to fully recover from inertia and other effectsafter operation thereof, and when magneto is used openings of theprimary circuit will occur at sufficiently high potential points of thecurrent wave. By shortening the depressions the raise sections 23 and twill also be given more material so that they may better resist wearwhen they engage with the cam teeth of the circuit controllers.

Referring to Figs. 1 and 2 the distributor head H is concentric with thehousing A and has the central chamber 25 for receiving'the hub 10 of thecam member. On the cam member is mounted the secondary currentdistributor brush 26 whose inner end is opposite to the center orlead-in segment 27 in the head. The outer end 26' of the distributorbrush travels past the inner ends of the distributor segments 28, thesesegments leading to sockets 29 in the head where they are connected withthe conductors leading to the various spark plugs of the engine. Thelead-in segment 27 extends to the socket 30 for connection with oneterminal of the secondary winding of the induction coil. In Fig. 5 Idiagrammatically show the induction coil,- the cam circuit controllermechanism and the distributor mechanism, and the electrical connectionbetween them. The primary winding 31 of the induction coil has oneterminal connected through conductor 32 with the contact 20, the otherterminal of the coil being connected with conductor 33 to which may beconnected the magneto M or the battery B, the magneto being shownconnected. The other terminals of the magneto and battery are connectedwith ground. One terminal of the secondary winding 34 of the inductioncoil is connected with ground and the other termi- 11211 is connected byconductor 35 with the center segment '27 of the distributor mechanism.The other segments 28 are connected by conductors 36, 37, 38 and 39 withthe various spark plugs :12 if the cylinders No. 1, No. 2, No. 3 and No.4 of the engine, the other terminals of the plugs being conthreetimeswhile the distributor brush 26 is traveling past the distributor seN o. 1 and three distinct sparks will be given in cylinder No. 1 for theexplosive gas charge therein. The cam formation group b will nextcooperate with the circuit con.- troller while the distributor brush istraveling past the segment connected with the spark plug in cylinder No.2 and three distinct sparks will be. given in that cylinder. The sparkplug of cylinder No. 4 will next be served and then that of cylinder No.3. After each opening of the primary circuit and induced sparkingcurrent flow through the secondary circuit the primary circuit will beclosed a sufiicient length of time to permit full magnetic saturation ofthe induction coil and full recovery of the circuit controller, so thatthe circuit controller will have come fully torest and in propercondition to function to reopen the primary circuit. The intervalsbetween the operations of the circuit controller for each group of camformations being unequal and the length of the intervals being eachgreater than the duration of a Wave alternation, the sparks of eachseries will develop from a sufficiently high potential point on thecurve to insure a perfect, efiicient ignition spark, even when theengine is running at low speed, and throughout the entire range ofadjustment for advancing or retarding the sparking.

cut 28 connected with the spark plug 0 cylinder With the arrangement ofthe three circuit controllers shown in Fig. 4 the three binding postsfor the terminal points 20 would be connected together and with theprimary winding, and the levers 13 which support the contact points 19would be grounded. The controller S Will be operated first by the raisepoint p to open the primary circuit after a period of closure thereofalong the depression Z and the first spark will be given in cylinderNo. 1. After 15 degrees of rotation of the cam member controller S willbe reopened by raise point p and the second spark will be given incylinder No. 1. t Then after 13 more degrees of rotation of the cammember controller S will be reopened by the raise point p and the thirdspark will be given in cylinder No. 1. Cylinders Nos. 2, 4 and 3 willthen be successively served, each withthree distinct sparks. Thus "witheither the single controller shown in Fig. 3, or the three controllersshown in Fig. 4, each cylinder. will be served with three distinctsparks for each gas charge or ignition period and with the iflerent timeintervals between sparks referred to. By using three controllers, eachwill perform only one third as many operations as the one controller inthe arrangement of Fig. 3, and the wear and tear will be correspondinglyless.

I do not desire to be limited to the exact construction, arrangement andoperation shown and described, as modifications may be made which willstill come within the scope of the invention.

I claim as follows:

1. In an ignition system the combination of inductively related primaryand secondary circuits, a spark plug connected in the secondary circuit,a source of alternating current for the primary circuit. circuitcontrolling mechanism for said primary circuit. and means for causingthree or more operations of said circuit controller mechanism duringeach ignition period of the engine with; which said spark plug isamociated,

each operation controlling the primary circuit to cause a flow ofsecondary current and ark at the spark plug whereby a series a 1 ofdistinct sparks is caused at the spafir plug during each ignitionperiod, the time intervals between the sparks being different.

2. In an ignition system, the combination of inductively related primaryand secondary circuits, a spark plug connected in the secondary circuit,a source of alternating current for the primary circuit, circuitcontrolling mechanism for said primary circuit, and means forcontrolling the operation of said circuit controller mechanism to causemore than two distinct interruptions of the primary circuit during eachignition period of the engine with which said spark plug is associated,whereby a series of sparks will be produced at the spark plug duringeach igniion period, the time intervals between said interruptions beingeach greater than the alternation duration of the current flow from saidalternating current source.

3. In an ignition system, the combination of inductively related primaryand secondary circuits, a ark plug connected in the secondary circuit, asource of alternating current for the primary circuit, circuitcontroller mechanism for the primary circuit, and means cooperating withsaid circuit controller mechanism to cause more than two distinctinterruptions of the primary circuit for each. ignition period of theengine with which the spark plug is associated, each interruption of theprimary circuit causing a flow of secondary current and a spark at thespark plug whereby a plurality of distinct sparks is caused at said plugduring each ignition period, the intervals between the interruptionsdiffering from each other and each being of greater duration than thealternation period of the current from said alternating current source.

4 In an ignition system, the combination of inductively related primaryand secondary circuits, a spark plug connected with sald secondarycircuit, a source of alternatlng current for the primary circuit, andcircuit controlling mechanism for said prim circuit adapted whenoperated to change the condition of the primary circuit to cause inducedcurrent flow to the secondary circuit and said plug, and means forefiecting a plurahty of operations of said circuit controller mechanismduring each ignition period of the engine with which the spark plug isassociated whereby a plurality of distinct successive sparks will beproduced at said spark plug during each ignition period, the intervalsbetween said operation being each of greater duration than thealternation perio of the current from said source.

5. In an ignition system the combination of inductively related primaryand secondary circuits. a spark plug connected with the secondarycircuit, a source of alternating current for the primary circuit,circuit controller mechanism for said primary circuit normally holdingsaid circuit open, and means for causing a succession of operations ofsaid circuit controller mechanism during each ignition period of theengine with which the spark plug is associated, each operation causing ashort cuit and reopening thereof to cause induced current flowthroughthe secondary circuit and said spark plug whereby a plurality ofdistinct sparks is caused at said plug during each ignition period, theintervals between reopenings of said primary circuit be' each greaterthan the alternation period of the current of said source.

6. In an ignition system the combination of inductively related ondarycircuits, a spark p ug,connected with the secondary circuit, a source ofalternating current for the primary circuit, circuit controllermechanism for said primary circuit normally holding said cimuit open,and means for causing a succession of operations of said circuitcontroller mechanism during each ignition period of the e with which thespark plug is associat gii, each operation causing a short closure ofthe primary circuit and reopening thereof to cause induced current flowthrough the seconda circuit and said spark lug whereby a plu ralit ofdistinct sparks 18 caused at said spar plu during each ignition riod,the intervals between reopemngs 0 said primary circuit being eachgreater than the alternation period of the current of said source, andsaid closures before reo being of suflicient duration to permit saidcircuit controller mechanism to come to rest.

7. In an ignition system, the combination closure of the primarycirrimary and secof inductively related primary and secondary circuits,a source of alternating current for said secondary circult, a spark plugincluded in the secondary circu1t, circuit controller mechanism for saidprimary circui't, means for effecting a succession of operations of saidcircuit controller mechamsm during each ignition period of theenginewith which the spark plug is associated, each operation involvmg aclosure of the primary circuit and reopening thereof, the duration ofsaid closures being of sufficient length to. permit said circuitcontroller mechanism to come to rest before reopening movement thereof,each reopening causing induced current flow through the secondarycircuit and. aspark at the spark P 8. In an ignition system forexplosive engines, the combination of inductively related primary andsecondary circuits, a source of alternating current for said primarycircuit, means for closing said secondar *ircuit in seriatim through thespark plugs of the engine, circuit controller mechanism for said primarycircuit, means for causing a series of interruptions of said pri-,

mary circuit during each closure of the secondary circuit, theinterruptions of each series being separated by time intervals greaterthan the alternation time interval of the current flow from saidalternating current source.

9. In an ignition system for explosive engines, the combination ofinductively related primary and secondary circuits, a source ofalternating current for said primary circuit, a spark plug connected inthe secondary circuit, means for closing said secondary circuit duringeach ignition period of the engine cylinder with which said spark plugis associated, circuit controller mechanism for said primary circuit, acam member rotated in timed relationship with the alternation of thecurrent from said alternating current source, and cam formations on saidcam member adapted'to cause a series of interruptions of said primarycircuit during each closure of the secondary circuit whereby there willbe induced current flow through said secondary circuit after eachinterruption of the primary circuit, the time intervals between saidinterruptions being difierent and each longer than the alternationperiod of the alternating current. r

10. In an i ition system, the combination of inductive y related primaryand secondary circuits, a source of pulsating current for said primarycircuit, a spark gap in said secondary circuit, means for periodicallyclosing said secondary circuit, an actuating member driven in timedrelationship with the pulsations of said pulsating current, and meanscontrolled by said'actuating member for causing a series ofinterruptions of said primary circuit during each closure period of thesecondary circuit, the intervals between the interruptions of eachseries being longer than the pulsation period of said current flow.

11. In an ignition system, the combination of inductively relatedprimary and sec-, ondary circuits, a source of pulsating current flowfor said rimary circuit, a spark gap in said secon ary circuit, meansfor periodically closing said secondary circuit for the flow of inducedcurrent from the primary circuit, circuit controller mechanism for saidprimary circuit, an actuating member for said circuit controllermechanism driven in timed relationship with thepulsations of saidpulsating current, and means for causing said actuating member toactuate said circuit controller mechanism to produce a series ofinterruptions of the primary circuit during each closure period of thesecondary circuit, the time intervals between said interruptions beingof difierent lengths and each'being of greater length than the pulsationperiod of said pulsating current flow.

In witness whereof, I hereunto subscribe my name this 14th day of May A.D., 1924.

ALONZO HOWARD.

